Internal combustion engine/generator with pressure boost

ABSTRACT

This invention relates to improvements in internal combustion engines. More particularly it relates to increased levels of usable electrical energy production and fuel efficiency within a relatively fixed speed, cam-track style Engine/Generator when combined with the secondary injection or injections of a rapidly expanding medium (usually water) into the engines combustion chambers during and after the combustion process has been initiated. The injection of said medium causing reduced fuel consumption, increased cylinder pressure, an extended usable piston stroke length, and increased usable energy production, while reducing the temperature of the combustion gases in order to control or eliminate the production of the pollutant, NOx and to further reduce thermal pollution exhausted into the atmosphere.

CLAIM OF PRIORITY

This application is a continuation of U.S. application Ser. No.14/754,060 filed Jun. 29, 2015, of which priority is claimed herein.

BACKGROUND OF THE INVENTION

In these times with an ever increasing global population, there is anever increasing demand for energy. Although energy produced by theconsumption of fossil fuels is physically easy, personally convenientand relatively inexpensive now, change is in the air. We consume morefossil fuels now than ever before and the demand is constantlyincreasing while our reserves continue to be reduced. There are alsowell-known unintended consequences related to the use of fossil fuelssuch as air pollution and global warming. It is incumbent on us asstewards of our planet to use only what we need and save all that we canfor future generations.

Since the invention of the Otto cycle engine in 1876 there have beenmany improvements and advancements to the internal combustion (IC)engine design. Yet after 139 years of constant development the IC engineused in a conventional car is still only about 20% efficient. Asubstantial amount of heat energy is simply wasted. Transforming thiswasted heat energy into usable energy is just one of several focalpoints of this invention.

The basic design of today's internal combustion (IC) engines has gonerelatively unchanged. Common IC engines have 2, 4, 8, or even 16cylinders. Yet all commonly used IC engines share the same basicprinciples. A piston is forced downward within a cylinder (away from thecombustion chamber above) by the pressure of an air/fuel combustionwithin the combustion chamber causing a connecting rod (attached to boththe piston and a crankshaft) to apply off-center forces to a crankshaftcausing rotation of the crankshaft. The rotating crankshaft is thencoupled either directly (to a propeller, pump or generator etc.), orindirectly (to a clutch or transmission first, then to wheels, hoists ordrilling equipment etc.) for the purpose of providing rotatingmechanical forces outside of the engine, required to do work outside ofthe engine.

The most commonly used engines (like the ones used in cars, smallplanes, buses and trucks etc.) are gasoline or diesel powered, 4, 6 or 8cylinder, four cycle engines. For the purpose of this description of theoperation and problems (associated with the most widely used group ofengines), we will focus our attention on the standard gasolinefueled—spark ignited—four cycle automobile engine.

Some typical problems of this type of engine include;

-   -   1. The operating speed; as the specific function of all IC        engines is to provide rotating, mechanical energy outside of the        engine (by way of attachment to the crankshaft of the engine),        and as most applications that require IC engines also require        broad variations in the operating speed of the IC engine (for        example; the typical engine used in automobile applications        operates between 600 RPM and 6,000 RPM), and as both the        low-speed operation and the high-speed operation of the IC        engine provide greatly reduced levels of output power and fuel        efficiency while producing increased levels of pollutants, the        variations in the operating speed of an internal combustion        engine are clearly undesirable.        -   a. By contrast the engine of the present invention was            specifically designed to operate at a relatively fixed speed            allowing the design parameters to maximize combustion            efficiency, output power and fuel efficiency, while reducing            or eliminating the production of pollutants at all times            during operation.    -   2. The crankshaft; the use of a crankshaft in a conventional IC        engine (especially in multi-cylinder applications) demands that        all facets of the piston movement are identical. The crankshaft        dictates that the overall length of the piston stroke during        each cycle of operation, the rate of piston acceleration and        deceleration during each cycle of operation, and the time spent        during each cycle of operation must all remain the same during        each cycle of operation.        -   a. By contrast the cam-track configuration of the preferred            embodiment of the present invention was specifically            designed to allow broad variations of the piston movement or            non-movement, independently during each of the four (+)            cycles of operation provided by this design.    -   3. Cycles of operation; a 4 cycle engine (the most common        design) provides 4 distinct and separate functions which are        required in the course of 1 complete combustion cycle. The 4        cycles include the intake cycle (an outward movement of the        piston away from the combustion chamber), the compression cycle        (an inward movement of the piston towards the combustion        chamber), the combustion cycle (this is the only power producing        stroke and it is an outward movement of the piston away from the        combustion chamber) and the exhaust cycle (an inward movement of        the piston towards the combustion chamber). Each of the        aforementioned cycles are defined by the 4 distinct yet        identical (with the exception of the direction of the piston        movement within the cylinder) movements of the piston within the        cylinder. Each of the aforementioned cycles of the piston        requires 180° of rotation by the crankshaft. Therefore the        crankshaft must rotate a total of 720° or two complete rotations        in order to accomplish 1 complete combustion event.        -   a. By contrast the engine of the preferred embodiment of the            present invention can accomplish each of the 4 typical,            independent cycles of operation (intake, compression,            combustion and exhaust), in combination with the added            cylinder purge/cooling cycle, cylinder pre-compression cycle            and the pressure boost process, while moving the piston only            once in an inward direction towards the combustion chamber            during the compression cycle, and once in an outward            direction away from the combustion chamber during the            combustion & pressure boost cycle or power stroke.            Furthermore, the inward movement of the piston during the            compression cycle can be independently tailored to provide            the most efficient rate of acceleration and speed throughout            the compression process. Similarly, the outward movement of            the piston during the combustion & pressure boost cycle or            power stroke can also be independently tailored to provide            the most efficient rate of acceleration and speed throughout            the combustion, pressure boost and power stroke process.            Furthermore, each of the above-mentioned complete combustion            cycles can be accomplished in the engine of the present            invention, a minimum of 2 times during the course of a            single revolution of the engine, providing (at minimum) 4            times the number of combustion and pressure boost events per            cylinder when running at the same speed as a conventional            Otto cycle engine with the same number of cylinders. This            feature provides significantly greater power density and            efficiency.    -   4. More about the cycles of operation; as noted above in section        3, regarding the operation of a conventional four cycle engine,        each of the cycles are defined by the 4 distinct yet identical        movements of the piston within the cylinder as dictated by the        pistons interaction with the rotating crankshaft. Unfortunately,        it is not desirable to have each of the cycles of operation        configured in such a way that they are identical in every way.        In order to better understand the problem we will look closer at        the combustion cycle, which is the only cycle that actually        produces working power. Although the piston movement is always        dictated by the crankshaft and the reversal of piston direction        is always 180° apart, the combustion cycle can be greater than        180°. In order to achieve the greatest working pressure within        the cylinder, during the downward piston stroke of the        combustion cycle, it is necessary to start the combustion        process approximately 12° before the piston reaches the top dead        center (TDC) position of the crankshaft. As engine speed        increases the spark will need to be advanced even more before        TDC to allow sufficient time for the fuel to fully burn during        the combustion cycle. In a typical engine the movement of the        piston is so fast that the fuel is not completely consumed until        the piston reaches approximately 20° after TDC. During        high-speed operation of the engine, the piston movement is so        fast that the fuel is never completely consumed. The most        obvious problem with this series of events is, if the spark is        initiated at 12° before TDC (and even earlier during high-speed        operation) this means that the combustion of the air/fuel        mixture within the cylinder begins during the upward movement of        the piston while still in the compression cycle. Therefore,        pressure from the early combustion of the air/fuel mixture        (added to the already high pressure within the cylinder during        the end of the compression cycle), continues to increase        applying greater downward pressure on the face of the piston        while it is still trying to move upward to its TDC position.        This is a negative rotational force, which slows the engine        speed, reduces the engines output power and requires the        consumption of additional fuel.        -   a. By contrast the engine of a preferred embodiment of the            present invention eliminates the need to ignite the air/fuel            mixture prior to the completion of the compression cycle or            TDC. Because of the great flexibility of design offered by            the cam-track configuration the piston is allowed to freely            reach its TDC position first, thereby producing no negative            rotational forces during the process. Ignition starts at TDC            and the piston is made to stop its relative movement within            the cylinder until such time as the combustion of the            air/fuel mixture is partially completed or completed to a            point where the downward movement of the piston is            considered most desirable and effective. Unlike the typical            crankshaft engine mentioned above, the cam-track will            provide positive rotational forces as soon as the piston is            allowed to begin its descent and throughout its descent to            the end of its usable stroke. Unlike the typical crankshaft            engine cited above the cam track configuration of a            preferred embodiment of the present invention will increase            engine speed, increase output power and reduce fuel            consumption.    -   5. There have been several Rotary engines as well as crankshaft        style reciprocating piston engines in the past that have        attempted to increase the production of power, reduce engine        temperature and reduce NOx emissions through the use of water        injection systems. But these improvements have the same        limitations as other types of crankshaft IC engines.        -   a. In the preferred embodiment of the engine of the present            invention, the key feature to successful operation and            combustion efficiency is consistency. The combination of the            unique, relatively fixed-speed cam-style engine having            infinitely variable and completely independent control of            the pistons motion within the cylinder during any point of            any cycle of operation, allows complete independent and            predictable control of the combustion process so as to            consistently optimize the production of heat energy.            Furthermore, this unique cam-style engine design provides            completely independent control of the power conversion            process so as to further optimize the production of the            rotational forces, in order to maximize the production of            output power. The combination of these above features,            further combined with a separate predictable and            independently controllable direct water (or other rapidly            expanding medium) injection feature, provides the means to            successfully:            -   i. stop the linear motion of the piston at the top of                its stroke within the cylinder during ignition of the                air/fuel mixture and hold that position until such time                as the maximum allowable temperature of the gasses are                attained prior to allowing the piston to move out and                away from the combustion chamber allowing maximum energy                production;            -   ii. limit the maximum allowable temperature of the                gasses within the cylinder during and after the                combustion process through the injection of water (or                other rapidly expanding medium) so as to control or                eliminate the production of NOx gases within the                cylinder;            -   iii. increase pressure within the cylinder during and                after the combustion process through the addition of a                secondary steam (or other rapidly expanding medium)                producing event within the cylinder during and after the                heat producing combustion process so as to increase the                production of usable power;            -   iv. increase the piston stroke within the cylinder                during the combustion/power stroke as a direct result of                the combined pressures and increased gaseous volume of                the combustion gases and the secondary steam (or other                rapidly expanding medium) producing event so as to                increase the production of usable power;            -   v. maximize the conversion of heat energy into usable                work during and after the combustion event through the                independent control of the piston speed throughout the                extended piston stroke length so as to harvest more                usable output power;            -   vi. eliminate wasted fuel and power caused by the early                ignition of the air/fuel mixture within the cylinder                during the compression cycle as is required in a                conventional crankshaft engine;            -   vii. eliminate wasted fuel and power caused by the                incomplete combustion of the air/fuel mixture within the                cylinder during high-speed operation of a conventional                crankshaft engine;            -   viii. eliminate wasted fuel and power caused by the poor                combustion characteristics of the air/fuel mixture                typical during low-speed operation of a conventional                crankshaft engine;            -   ix. reduce the operating temperature of the engine (by                using heat energy to convert water or any other suitable                rapidly expanding medium to steam or any other                environmentally friendly byproduct of expansion) so as                to reduce or eliminate the need for an additional                cooling system;            -   x. reduce fuel consumption while increasing operating                efficiency and the production of usable output power, by                using typically unused heat energy from the combustion                process to convert water or any other suitable rapidly                expanding medium to steam or any other environmentally                friendly byproduct of expansion.

BRIEF SUMMARY OF THE INVENTION

This invention is directed to an improved internal combustion engine andan improved combustion process employing a stationary block rotaryengine (similar to that of a modified U.S. Pat. No. 8,113,165 B2) havinga piston actuated endless rotary cam-track assembly capable ofcontrolling the motion of the piston so as to optimize the combustionprocess and the transformation of heat energy produced during thecombustion process into increased levels of mechanical output power orelectrical energy.

This invention is also directed to a secondary yet symbiotic processwithin the engine or Engine/Generator where excess heat energy that wasproduced within the cylinder during the combustion event, and istypically expelled from the engine with the exhaust gases, is furtherused to promote a chemical reaction which reduces the temperature of thecombustion gases so as to reduce or eliminate the production of NOxgases, while further increasing the pressure and volume of the gasseswithin the cylinder, reducing the required consumption of fuel whileproviding an extended piston stroke length, the increased production ofoutput power, internal cylinder cooling and a reduction of thermalpollution from the exhaust pipe.

More specifically one or more preferred embodiments of this inventionwill provide a novel multifaceted combustion process within an enginegenerally similar to a two-cycle engine where the chain of events willinclude one or more of the following functions and features:

-   -   1. a gas (usually air) is compressed within a cylinder by the        inward action of a moving piston within the cylinder as dictated        by the pistons interaction with an endless cam-track assembly        until the piston reaches the top of its stroke within the        cylinder;    -   2. a liquid or gaseous spark ignited fuel is injected into the        cylinder prior to or at the time when the piston reaches the top        of its stroke within the cylinder;    -   3. a liquid or gaseous pressure ignited fuel is injected into        the cylinder at or after the piston has reached the top of its        stroke within the cylinder;    -   4. the air/fuel mixture within the cylinder is either spark or        pressure ignited but only after the piston reaches the top of        the piston stroke increasing efficiency and output power        production (unlike conventional engines where ignition is        initiated prior to the piston reaching ‘top dead center’ of the        piston stroke thereby producing negative rotational forces,        reducing efficiency and output power production while increasing        fuel consumption);    -   5. after ignition the piston is made to remain stopped relative        to its position within the cylinder for an extended period of        time, then slowly advance its outward motion within the cylinder        for a period of time (as best determined by the specific        combustion characteristics of the specific fuel being used)        during all or part of the combustion process so as to ensure the        complete combustion of the air/fuel mixture within the cylinder        and maximize the usable effects or heat energy produced during        the combustion event within the cylinder prior to allowing the        piston to rapidly move out and way from the combustion event;    -   6. after the increased heat energy which is produced within the        cylinder during the combustion process noted above (#5) has        maximized the allowable pressure within the cylinder the piston        is allowed to move outwardly causing rotation of the endless        cam-track assembly and thereby converting heat energy into a        more usable form of output power;    -   7. at a time during or at any point after the completion of the        combustion process, there are one or more Pressure Boost events        where a rapid expanding liquid or gaseous medium (usually water)        is injected directly into the hot combustion gases within the        cylinder in order to control and limit the maximum temperature        of the combustion gases to levels below that required for the        production of NOx gases;    -   8. at a time during or at any point after the completion of the        combustion process, there are one or more Pressure Boost events        where a rapid expanding liquid or gaseous medium (usually water)        is injected directly into the hot combustion gases within the        cylinder causing rapid expansion of the medium within the        cylinder producing a further increased volume of gases and        pressure against the piston so as to provide increased        rotational forces upon the endless cam-track assembly to provide        a further increase in usable output power;    -   9. at a time during or at any point after the completion of the        combustion process, there are one or more Pressure Boost events        where a rapid expanding liquid or gaseous medium (usually water)        is injected directly into the hot combustion gases within the        cylinder causing rapid expansion of the medium within the        cylinder producing a further increased volume of gases and        pressure against the piston so as to provide an increase in the        usable piston stroke length further increasing the duration of        the rotational forces applied upon the endless cam track        assembly to further increase usable output power;    -   10. the rapid expanding liquid or gaseous medium (for this        example—water) which is injected directly into the hot        combustion gases within the cylinder will cause rapid expansion        of the medium within the cylinder as the water is converted into        superheated or dry steam (this phenomenon will provide an        increase in the volume and pressure of the gasses within the        cylinder to provide a more productive and extended piston stroke        length as described above in #8 & #9) more importantly this        action captures more of the heat energy produced during the        combustion process transforming it into additional usable output        power thereby reducing the amount of wasted heat energy that is        normally expelled from the engine, through the exhaust pipe, and        into the atmosphere;    -   11. the act of transforming the rapid expanding medium from        liquid form into a vapor as described above (#10) represents a        cooling process within the cylinder which will reduce the        operating temperature of the cylinder and the entire engine        further reducing the size or possibly the need for an additional        ancillary cooling system while reducing the temperature of the        exhaust gases into the atmosphere.

An object of at least one embodiment of this invention is to provide amore efficient internal combustion engine having independent andinfinitely variable control with regard to the motion of the piston andthe timing of the combustion event so as to ensure that the combustionevent never produces negative rotational forces as caused by a requiredearly ignition of the air/fuel mixture before the piston reaches the topor end of its stroke.

Another object of at least one embodiment of this invention is toutilize the infinitely variable motion control of the piston to maximizethe production of heat energy during the combustion process by stoppingand or slowing the motion of the piston within the cylinder during thecombustion event in order to provide an extended period of time (asdetermined by the combustion characteristics of the specific fuel beingused) for the combustion process to complete, and its effects to befully optimized before the beginning of the exhaust cycle.

Yet another object of at least one embodiment of this invention is toprovide a more efficient internal combustion engine combined with one ormore additional independent Pressure Boost events where a rapidlyexpanding liquid or gaseous medium is directly injected into the hotcombustion gases within the cylinder during or at any point after thecombustion event so as to cause an increase in the usable volume of thegasses and pressure of the gasses within the cylinder.

Still another object of at least one embodiment of this invention is tocombine the independent and infinitely variable control of the pistonmotion during the combustion event with the additional advantages of theindependent Pressure Boost event or events in order to create anenvironment within the cylinder whereby the combination of both eventstogether can be fully optimized in order to attain the maximum possibleproduction of usable power.

Another object of at least one embodiment of this invention is tocombine the independent and infinitely variable control of the pistonmotion during the entire combustion cycle with the additional advantagesoffered by the Pressure Boost event or events to limit the temperatureof the combustion gases within the cylinder so as to control oreliminate the production of NOx gases throughout the combustion process.

A further object of at least one embodiment of this invention is tocombine the independent and infinitely variable control of the pistonmotion during the entire combustion cycle with the additional advantagesoffered by the Pressure Boost event or events to transform the maximumamount of heat energy within the cylinder into usable power whileproviding a substantial cooling effect within the cylinder, engineblock, and the exhaust system.

Yet another object of at least one embodiment of this invention is tocombine the independent and infinitely variable control of the pistonmotion during the entire combustion cycle with the additional advantagesoffered by the Pressure Boost event or events so as to cause thereduction of or the elimination of an additional external coolingsystem.

An object of at least one embodiment of this invention is to provide aone-piece Engine/Generator configuration having all the added benefitsprovided by the combination of a Pressure Boost event or events so as toprovide an even greater amount of usable electrical output power withreduced fuel consumption.

Another object of at least one embodiment of this invention is toprovide a one-piece Engine/Generator configuration having all the addedbenefits provided by the combination of a Pressure Boost event or eventsso as to reduce thermal pollution exhausted into the atmosphere.

A further object of at least one embodiment of this invention is toprovide an engine or Engine/Generator combination that is even smaller,lighter, more power dense and more thermally efficient than conventionalengines or previous Engine/Generator designs.

It is still a further intention of at least one embodiment of theinvention to provide a method of increasing the production of usableenergy in an internal combustion, piston and cylinder engine, whilereducing or eliminating the production of NOx gases.

Another object of at least one embodiment of this invention is toprovide a one-piece Engine/Generator configuration with a modifiedpiston, having an extended apron used in concert with the independentlycontrolled movement of the piston so as to control the timing andintroduction of the cylinder purge/cooling/pre-compression air into thecylinder, in order to eliminate the need for additional internal orexternal valve means.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

FIG. 1 is an exploded side sectional elevation view of the stationaryblock Engine/Generator showing the major parts of the Engine/Generatorreferenced in the hereinafter appearing description of this invention;

FIG. 1A is an enlarged top sectional view of the improved pistonassembly taken to show the top elevation of the assembly generallythrough the center line of the component parts and with the addition ofthe top cam bearing;

FIG. 1B is an enlarged side sectional view of the improved pistonassembly taken generally through the center line of the assembledcomponent parts;

FIG. 2 is an exploded side sectional elevational view and the respectivetop or bottom elevational views of the parts associated with therotating cam-track/armature assembly;

FIG. 3 is a top elevational view of the assembled rotatingcam-track/armature parts illustrated in FIG. 2 with the cam-tracksurfaces shown highlighted as solid lines for clarity;

FIG. 3A is a full cross-sectional view taken substantially along sectionline 3A-3A of FIG. 3 to illustrate the assembled side view arrangementof the parts therein;

FIG. 3B is a graphic illustration of the preferred embodiment of the camtrack as illustrated in U.S. Pat. No. 8,113,165 B2 in which the camrelated piston functions are indicated (this drawing is for referenceonly);

FIG. 3C is a graphic illustration of the preferred embodiment of the camtrack of the present invention in which the cam related piston functionsas well as the cam related pressure boost functions are indicated;

FIG. 4 is a top elevational view of the stationary engine block;

FIG. 4A is a full cross sectional view of the stationary engine blocktaken substantially along section line 4A-4A of FIG. 4 to clearlyillustrate a side view of the internal structure of the stationaryengine block;

FIG. 5 is an enlarged full cross sectional side assembly view takensubstantially along a section line similar to that used in section line3A-3A of FIG. 3 two clearly illustrate the assembly of all the majorparts of the Engine/Generator as referenced in FIG. 1 in their preferredoperating orientation;

FIG. 6 is a top cross sectional view taken substantially along sectionline 6B-6B of FIG. 6A to illustrate the assembled arrangement of thestationary and the rotating parts therein, except that for the sake ofclarity, the engine block and the bottom outer case are not shown as asectional view;

FIG. 6A is a full cross sectional side view taken substantially alongsection line 6A-6A of FIG. 6 , but assembled and shown with theinclusion of the removed top case of FIG. 6 to illustrate the assembledarrangement of all the parts therein;

FIG. 7 is a top cross sectional view taken substantially along sectionline 7B-7B of FIG. 7A and is similar to FIG. 6 except for the inclusionof the cam-track layout that is present in the unseen top case and theremoval of the radial ball bearings at the cylinders for the purpose ofbetter clarity;

FIG. 7A is a full cross sectional side view with assembled top casesimilar to FIG. 6A taken substantially along vantage line 7A-7A of FIG.7 and looking in the direction of the arrows thereon;

FIG. 8 is a top cross sectional view taken substantially along sectionline 8B-8B of FIG. 8A and similar to FIG. 7 except that the rotating camtrack assembly as seen in FIG. 3 and the associated piston assemblies ofFIG. 1A are shown after partial rotation of the cam-track assembly;

FIG. 8A is a full cross sectional side view with assembled top casesimilar to FIG. 7A taken substantially along vantage line 8A-8A of FIG.8 and looking in the direction of the arrows thereon to show the effectof the rotation of the cam track assembly of FIG. 3 on the pistonassemblies of FIG. 1B as well as on the valve assemblies of FIG. 1 ;

FIG. 9 is a top cross sectional view taken substantially along sectionline 9B-9B of FIG. 9A and is similar to FIG. 8 , except that therotating cam track assembly as seen in FIG. 3 and the associated pistonassemblies of FIG. 1A are shown after additional rotation of the camtrack assembly;

FIG. 9A is a full cross sectional side view with assembled top casesimilar to FIG. 8A taken substantially along vantage line 9A-9A of FIG.9 and looking in the direction of the arrows thereon to show the effectof the additional rotation of the cam track assembly of FIG. 3 on thepiston assemblies of FIG. 1B as well as on the valve assemblies of FIG.1 ;

FIG. 10 is a full cross sectional side view with assembled top casesimilar to FIG. 9A taken substantially along a vantage line 9A-9A ofFIG. 9 and looking in the direction of the arrows thereon to show thesection window 10A as a reference for the enlarged views of FIGS. 11,12, 13, 14, 15, 16, 17, 18 and 19 ;

FIG. 11 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position A of acombustion cycle as can be seen at the letter A of FIG. 3C

FIG. 12 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position B of acombustion cycle as can be seen at the letter B of FIG. 3C

FIG. 13 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position C of acombustion cycle as can be seen at the letter C of FIG. 3C

FIG. 14 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position D of acombustion cycle as can be seen at the letter D of FIG. 3C

FIG. 15 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position E of acombustion cycle as can be seen at the letter E of FIG. 3C

FIG. 16 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position F of acombustion cycle as can be seen at the letter F of FIG. 3C

FIG. 17 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position G of acombustion cycle as can be seen at the letter G of FIG. 3C

FIG. 18 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position H of acombustion cycle as can be seen at the letter H of FIG. 3C

FIG. 19 is an enlarged cross sectional view of the section window 10A ofFIG. 10 wherein the piston assembly is shown to be in position I of acombustion cycle as can be seen at the letter I of FIG. 3C

FIGS. 20 and 21 are top cross sectional views each showing anotherembodiment similar to those shown in FIGS. 6, 7, 8 and 9 , except thatthe direction in which the cylinders extend radially outward is slightlyoffset.

FIGS. 22 and 23 are top cross-sectional views each showing anotherembodiment in which the cylinders are offset 90° to a radially outwarddirection from the center.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The description which follows will set forth the features of severalpreferred embodiments of this invention and more specifically willdescribe the features of an improved Engine/Generator similar to U.S.Pat. No. 8,113,165 B2 and a unique Pressure Boost system workingtogether yet independently so as to further optimize the relativelyfixed speed combustion process as well as the harvesting of the heatenergy produced. The Engine/Generator having a modified rotating twincam-track configuration, an altered piston with an extended pistonapron, an altered and extended piston movement and a dual mediumfuel/water injector system for the purpose of utilizing the uniquePressure Boost feature of the present invention so as to furtheroptimize and improve the combustion and power take off processes, whileincreasing output power, reducing fuel consumption, reducing oreliminating the production of NOx gasses during the combustion process,reducing wasted heat energy while substantially reducing thermalpollution from the exhaust gases. While the Engine/Generator can bemodified to optimize the combustion of any liquid or gaseous fuelswhether spark or pressure ignited, the Pressure Boost system canoptimize the use of any suitable rapidly expanding medium to enhance theeffects and efficiency of the combustion process. The example of thepreferred embodiment that follows will be shown using natural gas as thefuel of choice and water as the rapidly expanding medium of choice. Thisis not the only form that the Engine/Generator with Pressure Boost ofthis invention can take, nor is this invention limited by the number ofcylinders used or the number of combustion's per revolution. However,the herein described and illustrated form of this invention is the bestmode presently contemplated to enable those skilled in the art topractice this invention.

As noted, FIG. 1 is an exploded side sectional elevation view of theEngine/Generator of this invention illustrating its several major partswhich will be referenced from time to time in the description of thisinvention to follow.

It will be noted that the elemental portions of the Engine/Generatorillustrated in FIG. 1 are labeled by number for easy and tracking suchdesignated parts throughout the ensuing drawing figures.

As shown for the several parts, a reference number designation for eachare as listed below:

Reference Number Description 1 Fuel injector clamps 2 Dual mediumfuel/water injectors 3 Spark plugs 4 Top case half making up one half ofthe Engine/ Generator enclosure 5 Ring gear 6 Snap rings used to retainthe radial main bearings 7 Main radial ball bearings 8 This number is nolonger used 9 Upper cam-track plate 10 Armature ring 11 Armature magnets12 Armature clamps 13 Stationary engine block 14 Cylinders 15 Cylindersleeves 16 Pistons 17 Wrist pins 18 Cam roller assemblies 19 Locatingset screws 20 Valve assemblies 21 Valve stem (1 per Valve assembly) 22Valve body (1 per Valve assembly) 23 Valve guide (1 per Valve assembly)24 Valve spring (1 per Valve assembly) 25 Exhaust valve cam (1 per Valveassembly) 26 Exhaust pipe 27 Exhaust valve cam alignment bearing 28Lower cam-track plate 29 Exhaust valve actuating cam-ring retainer 30Exhaust valve actuating cam-ring 31 Thrust bearing 32 Stationaryelectrical coil 33 Bottom case half

There will also be reference made to certain assemblies made up of partslisted above. Those assemblies, and reference number designation foreach are as listed below:

Reference Number Description 20 Valve assemblies 39 Piston assemblies 75Cam-track/armature assembly

Turning now to FIG. 1A and FIG. 1B of the drawings, there is depicted anenlarged top sectional view (FIG. 1A) and an enlarged side sectionalview (FIG. 1B) of the improved piston assembly 39 taken to show therespective top and side assembly views generally through the center lineof the cylinder sleeves 15, the pistons 16 and the wrist pin 17 used toconnect the pistons 16 to the cylinder sleeves 15 in a fixed position sothat all parts of the piston assembly 39 move together as a single unitthrough the interaction of the cam roller assemblies 18 and the outsidecam-track 45 which will be seen and described in greater detail later inthis description. The improved piston 16 is shown having a greatlyextended piston apron 16A, which will be used as a valve means tocontrol the introduction of air into the cylinders 14 (FIG. 1 ) duringthe cylinder purge/cooling & pre-compression events as will be describedin greater detail later in this description.

FIG. 2 of the drawings is an exploded side sectional elevation view andthe respective top or bottom elevational views of the parts associatedwith the rotating cam-track/armature assembly. The ring gear 5 may beprovided as a means by which ancillary equipment (not shown) such asfuel pumps, oil pumps and air pumps etc. can be operated by the rotationof the cam-track/armature assembly. The ring gear 5 is attached by meansof standard locating dowels and fasteners to the top face of the uppercam-track plate 9. This attachment also provides a clamping nest for theouter race of one of the two main radial ball bearings 7 that supportand provide accurate, low friction rotation of the cam track/armatureassembly. The upper cam-track plate 9 may also be provided with a groovenear the outside diameter into which the armature ring 10 may beprecisely located and attached by means of standard locating dowels andfasteners. The armature ring 10 serves to provide a precise dimensionbetween the upper cam-track plate 9 and the lower cam-track plate 28which may also be provided with a groove near the outside diameter intowhich the armature ring 10 may be precisely located and attached bymeans of standard locating dowels and fasteners. The armature ring 10also serves to provide a concentric outside diameter onto which thearmature magnets 11 may be located and clamped by the armature clamps 12which are provided angular ends to complement the angular ends of thearmature magnets 11. The armature clamps 12 may be provided withmounting holes made to accept standard fasteners which may threadablyconnect the armature clamps 12 to the armature ring 10 in order toprovide accurate spacing and clamping means for the armature magnets 11.The armature magnets 11 and the armature clamps 12 may also be centered,aligned and clamped by their interaction with complementing angularfaces provided in the upper cam-track plate 9 and the lower cam-trackplate 28 as can be seen in the assembly drawing FIG. 3A. The lowercam-track plate 28 is also provided with the second of the two mainradial bearings 7, preferably ball bearings or roller bearings, thatsupport and provide accurate, low friction rotation of thecam-track/armature assembly. The lower main radial bearing 7 may alsofit into a nest in the lower cam-track plate 28, and the outer race ofthe bearing may be clamped by the attachment of the exhaust valveactuating cam-ring retainer 29 by means of standard locating dowels andfasteners into the lower cam-track plate 28. The exhaust valve actuatingcam-ring 30 with its two raised cam-lands 47 and its two lower cam-lands48 is located by a machined pocket in the exhaust valve actuatingcam-ring retainer 29 and securely mounted by means of standard locatingdowels and fasteners. The weight of the entire rotating assembly and thepressure exerted by the forces applied to the two raised cam-lands 47during operation of the Engine/Generator is applied to the thrustbearing 31, preferably a ball bearing type thrust bearing, which is infull contact with the cam-ring 30. The cam-ring 30 is an optionalfeature. The valves may be actuated by any conventional mechanical orelectro-mechanical means.

In a certain preferred embodiment, the valves may be operated byindependent electro/magnetic actuators, or some like devices, andcontrolled by a computer processor. This is particularly useful in anembodiment in which the use of various different fuels may be desirable.The pressure in the combustion chamber, and by extension the proportionsof the air/fuel mixture, can be regulated and modified during operation(on-the-fly) in order to optimize the combustion characteristics ofmultiple fuel types by controlling the timing of the exhaust valvesclosing.

For example, when the engine is operating during periods of heavy load ahigh-energy fuel, such as diesel fuel, which requires much highercylinder pressures may be more desirable. The exhaust valve in thisexample would be made to close early, shortening the internal cylindercooling cycle and allowing more time in the pre-compression mode priorto the inward movement of the piston to pre-pressurize the cylinder withfresh air. This action will provide much higher cylinder pressures afterthe compression cycle. Conversely, during times of low outputrequirements and low engine loads a less powerful but cleaner and lessexpensive fuel such as natural gas may be more desirable. During thesetimes the compression ratio in the cylinders would be reduced by closingthe exhaust valve later, even after the inward movement of the pistonhas begun in the compression cycle, thereby allowing fresh air withinthe cylinder to escape out the exhaust valve reducing the volume of airto be compressed in the cylinder. This action also reduces the operatingloads within the engine further increasing efficiency of operation.

It should be noted that even in the situation of a single fuel beingused it may be advantageous to control cylinder pressure and the amountof fresh air provided within the cylinder based on load. Independentlyincreasing the amount of compressed air within the cylinder as theoperational load and by extension the demand for additional fuelincreases ensures a more optimized combustion process and greaterefficiency. Conversely, the valves may be timed to lower cylinderpressure and fresh air volume within the cylinder as the amount of loadand the demand for fuel is simultaneously decreased.

The computer processor mentioned above may be pre-programmed to time theactuation of the valves based upon input for certain fuel types, andload values. Alternatively, or in conjunction with the above the enginemay be provided with combustion, engine heat and exhaust gas sensors.The feedback from those sensors may be input into the computer processorto optimize the valve timing automatically based on current conditions.

It should be further noted that the above-mentioned computer processorwould also be used to independently monitor and control the PressureBoost process, which is the dominant feature of the preferred embodimentof this invention. The Pressure Boost feature (which will be explainedin greater detail later in this document), whether combined withindependent valve control or not is provided to more fully optimize thecombustion process, capture and convert more heat energy from thecombustion process thereby increasing output power, while reducingengine temperature, fuel consumption, the production of NOx gases andthe wasteful/polluting exhaust of substantial amounts of unused heatenergy into the atmosphere.

Attention should be given to the two opposing top and bottom views ofthe upper cam-track plate 9 and the lower cam-track plate 28 where theouter cam-track surface 45 and the inner cam-track surface 46 can beseen. It should be clear that the cam-track configurations for both theupper plate 9 and the lower plate 28 are mirror images of each other. Itshould also be noted that the precise alignment of the cam-track platesmay be assured by the use of standard locating dowels and fasteners whenassembled to the armature ring 10.

FIG. 3 is a top elevational view of the assembled rotatingcam-track/armature parts illustrated in FIG. 2 with the outer cam-tracksurface 45 and the inner cam-track surface 46 shown highlighted as solidlines for clarity. FIG. 3A is a full cross-sectional view takensubstantially along section line 3A-3A of FIG. 3 to illustrate theassembled side view arrangement of the rotating cam-track/armature partstherein. Both FIG. 3 and FIG. 3A depict the arrangement and interactionof the assembled parts. The ring gear 5 is clearly seen in FIG. 3 andFIG. 3A. In FIG. 3 the ring gear 5 is clearly seen attached by means ofstandard locating dowels and fasteners to the upper cam-track plate 9.The main radial bearings 7 are also clearly visible in FIG. 3 , and thenested and clamped arrangement of the outer bearing race of the upperand lower main radial ball bearings 7 is evident in FIG. 3A.

The armature ring 10 can be seen in FIG. 3 as well as the locatingdowels 50 and the standard fasteners 51 that are used to ensure theprecise location of the upper cam-track plate 9 relative to the armaturering 10. It should be understood that the same precise location andfastening means may be used to secure the armature ring 10 to the lowercam-track plate 28. Precise construction holes 49 may be provided inboth the upper cam-track plate 9 and the lower cam-track plate 28. Theseholes may serve not only to ensure the precise location of the upperplate 9 and the lower plate 28 during machining, but may be provided asa vent, or escape hole to prevent the accumulation of lubricating oil inthe rotating cam-track assembly during operation. In FIG. 3A the groovesnear the outside diameter of the upper cam-track plate 9 and the lowercam-track plate 28, into which the armature ring 10 may be preciselylocated and attached, can be clearly seen. The angular clampingarrangement of the upper plate 9 and the lower plate 28 on the armaturemagnets 11 are also evident in FIG. 3A. In FIG. 3 , the armature magnets11 with their angular ends can be seen as they interact with the angularends of the armature clamps 12 which may be threadably attached to thearmature ring 10 by means of the standard fasteners 52 providing preciseand secure location of the armature magnets 11 on the outermost diameterof the cam-track/armature assembly.

In FIG. 3A, the exhaust valve actuating cam-ring retainer 29 can be seenlocated in an under-cut portion of the lower cam-track plate 28 where itis securely held in place and positioned by standard locating dowels andfasteners. The nested and clamped arrangement of the outer bearing raceof the lower main radial ball bearing 7 is again evident because of theattachment of the actuating cam-ring retainer 29 to the cam-track plate28. The exhaust valve actuating cam-ring 30 may also be located in anunder-cut portion of the exhaust valve actuating cam-ring retainer 29where it may also be securely held in place and positioned by standardlocating dowels and fasteners. The preferred orientation of the exhaustvalve actuating cam-ring 30 and it's too raised cam lands 47 can be seenin FIG. 3 and in FIG. 3A.

Finally, the entire assembly of the cam-track and the generator-armatureparts as seen in FIG. 3 and FIG. 3A will be referred to in the remainderof this description as the cam-track/armature assembly 75. In FIG. 3Athe cam-track/armature assembly 75 can be seen resting on the thrustbearing 31 which would be oriented on a horizontal plane at the bottomof the cam-track/armature assembly 75. The thrust bearing 31 is orientedon the same centerline as the cam-track/armature assembly, directlyunder the raised cam lands 47 and is in full surface contact with thebottom surface of the exhaust valve actuating cam-ring 30. The thrustbearing 31 is located in a pocket in the bottom of the case half 33 (seeFIG. 5 ) which will be seen in detail later in this description.

FIG. 3B is a graphic illustration of the preferred embodiment of thecam-track shown in U.S. Pat. No. 8,113,165 B2 in which the cam relatedpiston functions are indicated. FIG. 3B is provided for reference only.However, it should be noted in FIG. 3B that there is no dwell periodshown at the end of the compression stroke or the beginning of thecombustion stroke at the point designated ignition. Furthermore,although the cylinder diameter in FIG. 3B (shown only for the purpose ofexample) is the same as that shown in FIG. 3C (also shown only for thepurpose of example) the proportional, power producing, piston strokelength in FIG. 3C (shown at the letter L) is clearly longer than thatdescribed in FIG. 3B, this improvement related to the Pressure Boostsystem will be described in greater detail later in this description.

FIG. 3C is a graphic illustration of the preferred embodiment of thecam-track of the current invention in which the cam related pistonfunctions are indicated by numbers 1 through 10, and the relatedPressure Boost functions are indicated by the letters A through L. Itshould be clear that in this preferred embodiment, the cam-trackconfiguration is such that each cylinder of the Engine/Generator willprovide two complete combustion events in the course of a single 360°rotation of the cam-track/armature assembly 75. Therefore, the fourcylinder Engine/Generator which is shown will produce eight completecombustion events in the course of one single rotation of thecam-track/armature assembly 75. It must be understood that the number ofcylinders as well as the number of combustion events per revolution isonly limited by the physical size and output requirement of theparticular Engine/Generator design. There are no limitations on thenumber of cylinders, magnets/electromagnets or combustion's perrevolution implied in this preferred embodiment. It should also be notedthat FIG. 3C is only provided to clearly show the great flexibility ofthe design features and options that are offered by this configuration.

It will be noted that the engine hereof is in many respects similar tothe teaching and disclosure of a four-cylinder engine set forth in myprior U.S. Pat. No. 4,653,438 issued Mar. 31, 1987, entitled “RotaryEngine” and also in my disclosure of the six-cylinder engine/generatorset forth in my prior U.S. Pat. No. 6,230,670 B1 issued May 15, 2001entitled “Engine Generator” and also in my disclosure of a four-cylinderengine/generator set forth in my prior U.S. Pat. No. 8,113,165 B2 issuedFeb. 14, 2012 entitled “Stationary Block Rotary Engine/Generator” all ofwhich are incorporated herein by reference in their entirety. Certainexceptions to the later “Stationary Block Rotary Engine/Generator” ofthat patent are found in; the extended dwell between the end of thecompression stroke and the beginning of the combustion stroke startingat the point of ignition where the piston is made to stop its linearmotion within the cylinder during the combustion event until such timeas the combustion process for any specific liquid or gaseous, spark orpressure ignited fuel has completed to a point that is considered mostdesirable as related to the specific fuel being used prior to allow theoutward movement of the piston assembly 39 and the conversion of theoutward/linear movement of the piston 16 within the cylinder 14 intorotational movement of the cam-track/armature assembly 75; the dualmedium fuel/water injectors 2 used in the Pressure Boost feature; theconfiguration of the cam-tracks 45 and 46 of the rotatingcam-track/armature assembly 75; the extended piston stroke length madepossible by the addition of the Pressure Boost feature of the currentinvention; the increased output power provided by the addition of thePressure Boost feature of the current invention; the improved heatcapture capabilities provided by the addition of the Pressure Boostfeature of the current invention; the reduction or elimination of NOxgases provided by the addition of the Pressure Boost feature of thecurrent invention; the reduction of thermal pollution introduced intothe atmosphere as a result of the Pressure Boost feature of the currentinvention; and the improved piston 16 of the current invention, having agreatly extended piston apron 16A, which will be used as a valve meansto control the introduction of air into the cylinders 14 during thecylinder purge/cooling & pre-compression events. It should also be notedthat the cylinders used in this current invention are modified from myprior U.S. Pat. No. 5,636,599 issued Jun. 10, 1997, entitled “CylinderAssembly” and the valve assemblies used in this current invention arefrom my prior U.S. Pat. No. 5,701,930 issued Dec. 30, 1997 entitled“Modular Valve Assembly”, both of which are incorporated by reference intheir entirety.

Turning now to FIG. 4 and FIG. 4A, in general it is to be understoodthat the engine portion of the Engine/Generator comprises a stationaryengine block 13. The stationary engine block 13 may have a shape similarto that of a wheel with a central hub that contains the combustionchambers 60, bores 59 to receive and threadably secure the exhaust valveassemblies 20 (FIG. 1 ) and exhaust bores 62 to communicate exhaustgases to the threaded exhaust pipe 26 (FIG. 1 ). There may be a radialgroove 63 provided in the engine block 13 to accept the exhaust valvecam alignment bearing 27 (FIG. 1 ) which may be used to ensure theproper alignment of the exhaust valve cams 25 (FIG. 1 ). The 2 mainradial bearings 7 (FIG. 1 ) may be located with a light resistance fiton surfaces 55 and secured by snap rings 6 (FIG. 1 ) that fit into thesnap ring slots 56 of the stationary engine block 13. During operation,cylinder purge and cooling air may be conveyed into the cylindersthrough the purge air port 57 into a relief groove 58 that surrounds thecylinders 14 (FIG. 1 ) and directed into the cylinder through the castport 71 (FIG. 8A) which may be located through the outside diameter wallof the cylinder (14) and into the cylinder at the cast port 72 (FIG. 8A)which may be located through the inside diameter wall of cylinder 14.The dual fuel/water injector bore 61 with a counter bored scat may beprovided for each combustion chamber ending at the innermost quadrant ofthe hemispherical combustion chamber 60 (or ending at any other positionin the combustion chamber that may be considered most desirable). Thisdual fuel/water injector bore 61 may be used to accept the dualfuel/water injectors 2 (FIG. 1 ) and thereby convey fuel and/or watersimultaneously or independently at the proper time prior to, during orafter the combustion event. In this view, eight coolant holes 64 areshown which are cast into the hub portion of the stationary engine block13 these cast holes may be located in close proximity to the combustionchambers 60 as well as the bores 59 used to receive the exhaust valveassemblies (20 in FIG. 1 ) and provide cooling to those areas werecombustion heat is concentrated. It should be noted that the use of theabove-mentioned coolant holes 64 may not be required due to the coolingeffect provided by the Pressure Boost feature of the present invention.Looking now toward the outside diameter of the stationary engine block13, four open windows are optionally provided through the stationaryengine block 13 defined by eight parallel curved stiffening walls. Thesestiffening walls are further defined by the cross sectional view (54 inFIG. 4 ). The web sections between the adjoining stiffening walls may beprovided with holes 53 through the web to reduce weight and allowlubricating oil to drain freely. The purpose of the webs and thestiffening walls is to provide rigid support for the outermost ring ofthe stationary engine block 13 which is used to support the outermostends of the cylinders 14 (FIG. 1 ). The cylinders 14 (FIG. 1 ) may bethreadably attached to the stationary engine block 13 at both ends ofthe cylinders using the threaded sections (66 in FIG. 4 and FIG. 4A). Itshould be understood that although the two threaded sections 66 of theengine block 13 possess the same thread pitch and thread timing thethreaded portion at the outermost diameter of the stationary block 13will be of a larger diameter than that in the innermost threaded portionso as to allow the secure and easy insertion of the cylinders 14.

FIG. 5 is a complete assembly of all the parts noted in FIG. 1 includingthe addition of the doughnut shaped upper manifold 82 which is used toconvey lubricating oil carried through the cast radial port 84 into theengine by way of lubrication holes through the uppercase 4 (not shown),as well as coolant (if required) carried through the cast radial port 83and in communication with holes in the uppercase 4 (not shown) which arein communication with the coolant holes 64 (FIG. 4 ) within thestationary engine block 13. The cast holes 85 in the upper manifold 82allow access for attachment of air supply pipes (not shown) to bethreadably attached to the uppercase 4 so as to convey air into port 57of the stationary engine block 13 and ultimately into thecylinder/combustion chamber through port 72 (FIG. 8A) which extendsthrough the inside diameter of the cylinders 14. There is also anadditional doughnut shaped lower manifold 80 to be used (if required) toconvey coolant into the engine through the lower case 33 andcommunicating with the coolant holes 64 (FIG. 4 ) within the stationaryengine block 13. This view also shows the preferred embodiment of theEngine/Generator in its preferred operating position which ishorizontally oriented with the exhaust pipe 26 located on the bottomduring operation. Two of the four valve assemblies 20, and two of thefour piston assemblies 39 can be seen as well as the rotatingcam-track/armature assembly 75. The cylinders 14 can be seen threadablyattached to the stationary engine block 13. The pistons 16 (FIGS. 1A and1B) of the piston assembly 39 can be seen inside the cylinders 14 andattached to the cylinder sleeves 15 (FIGS. 1A and 1B) which are in aslip arrangement with the outside diameter of the cylinders 14 andconnected to the pistons 16 (FIGS. 1A and 1B) by the wrist pins 17making the complete piston assembly 39.

FIG. 6 and FIG. 6A are paired together to show the operation of thestationary block Engine/Generator from 2 related vantage points. FIG. 6is a top cross-sectional view taken substantially along section line6B-6B of FIG. 6A to illustrate the assembled arrangement of thestationary and the rotating parts therein, except that for the sake ofclarity the engine block 13 and the bottom case half 33 are not shownhatched as a sectional view, and the cam roller assemblies (18 in FIG.1A) are shown to aid in the clarity of the description of the operatingevents that follow. FIG. 6A is a full cross-sectional side view takensubstantially along section line 6A-6A of FIG. 6 , but assembled andshown with the inclusion of the removed top case 4 and all theassociated parts therein of FIG. 6 to illustrate the assembledarrangement of all the parts therein.

FIG. 6 shows several features of the assembly. The outermost diameter ofthe bottom case half 33 is shown, as well as the flange where thestandard locating dowels and fasteners are used to securely attach the 2case halves in assembly. The stationary electrical coil 32 and the coiloutput wires 67 that are used to transmit electrical energy producedthrough the interaction of the rotating armature magnets 11 of therotating cam-track/armature assembly 75 as they pass the coil windingsof the stationary electrical coil 32 in response to the ignition of fueland the expansion of the rapidly expanding medium (water) injected intothe combustion chambers 60 during and after the combustion process. Thecylinders 14 can again be seen, in this top view, threadably attached tothe stationary engine block 13. The pistons 16 of the piston assembly 39can be seen inside the cylinders 14 and attached to the cylinder sleeves15 (FIGS. 1A and 1B) which are in a slip fit arrangement with theoutside diameter of the cylinders 14 and connected to the pistons 16 bythe wrist pin 17 (FIGS. 1A and 1B), making the complete piston assembly39. Special consideration should be given to the main radial bearings 7as seen in FIG. 6 . In this view the entire lower main radial bearing 7is shown, however, in all future top views of the Engine/Generator thelower main radial bearing 7 will be shown only partially for the purposeof increased clarity. The lower main radial bearings 7 will not be shownwithin the area defined by the outside diameter of the cylinders 14 ofany future top views. Finally in this view the 8 coolant holes 64 areagain visible in close proximity to the combustion chambers 60.

Both related views FIGS. 6 and 6A show additional cooling features.These cooling features are directed to the cooling of the sealedstationary electrical coil 32 within the stationary case 4, 33.Preferably, there may be a radial under-cut portion 69 provided in boththe stationary upper case half 4 and the lower case half 33. Although,any number of undercut portions 69 may be provided. As shown, theseunder-cuts provide 2 separate spaces, channels or cooling fluid pathways70 between the stationary electrical coil 32 and the two case halves (4and 33). These cooling fluid pathways 70 are intended to carry anysuitable cooling fluid, such as air, water, coolant or oil across theoutermost surface of the sealed stationary electrical coil 32.Preferably this cooling fluid will be circulated around the sealedstationary electrical coil 32 through the cooling fluid pathways 70 inopposite directions to provide a more even cooling around the entireoutside diameter of the sealed stationary electrical coil 32. This is avery desirable feature especially during times of high energy output orcontinuous duty operation. The cooling fluid may also be circulatedthrough other parts of the engine block 13 through the coolant holes 64(FIG. 4 ). Additional cooling (see FIG. 5 ) of the combustion chambers60, the pistons 16, the cylinders 14, the exhaust valves 20, the exhaustports 62 and the exhaust gases exiting the exhaust pipe 26, may berelated to the additional cooling effects offered by the Pressure Boostfeature, which will be more fully described later in this text.

FIG. 7 and FIG. 7A are quite similar to FIG. 6 and FIG. 6A although forincreased clarity regarding the operation of the Engine/Generator theoutside cam-track 45 and the inside cam-track 46, which are located inthe unseen top portion of the cam-track/armature assembly 75, morespecifically in the upper cam-track plate 9 are shown, though theupper-cam track plate 9 is not shown. The outside cam-track 45 and theinside cam-track 46 will be seen in all future views. It should beunderstood that during operation the cam-roller assemblies 18 are inconstant and continuous contact with the outside cam-track 45 ensuringthe constant, continuous rotational direction of the cam-rollerassemblies 18 during operation. Clearance is provided between thecam-roller assemblies 18 and the inside cam track 46 to ensure that nocontact is made during normal running operation. It should be noted thatcontact with the inside cam-track 46 by the cam roller assemblies 18 isonly made for a brief period during start-up and shut-down of theEngine/Generator. In this view we can see that the lower main radialbearings 7 have been removed from the areas within the cylinders 14 forincreased clarity as mentioned before.

Looking now to the operation of the stationary block Engine/Generator asseen in FIG. 7 and FIG. 7A, the position of the piston assembly 39 canbe seen in the two opposing cylinders 14A. The piston assemblies 39 arelocated at the top of their stroke, the exhaust valve stems 21 areclosed in the valve assemblies 20, fuel has been injected into the twocombustion chambers 60 related to the cylinders 14A, a high-energyignition spark is jumped from the spark plugs 3 within the combustionchambers 60. As the rotational direction of the cam-track/armatureassembly 75 in the preferred embodiment is clockwise the pressureexerted on the piston assembly 39 by the combustion of fuel (and theexpansion of water used in the Pressure Boost feature as will be morefully explained later) in the combustion chambers is translated to thecam-roller assemblies 18 which are in constant and continuous contactwith the outside cam-track 45, and that this rotational movement of thecam-track/armature assembly 75 with the included outside cam-tracks 45and the inside cam-tracks 46 will bring the two angular descendingsurfaces 45A into contact with the pressurized cam-roller assemblies 18causing rotation of the cam-track/armature assembly 75 and furthercausing the production of electricity through the interaction of themagnets in the cam-track/armature assembly 75 and the stationaryelectrical coil 32.

FIG. 8 and FIG. 8A are quite similar to FIGS. 7 and 7A except that inthese views the cam-track/armature assembly 75, with the includedcam-tracks 45 and 46, has been rotated in a clockwise direction (a totalof 33.1° (FIG. 3C) from FIGS. 7 and 7A) as a direct result of thecombustion event seen in FIGS. 7 and 7A. The piston assemblies 39 arenow at the bottom of their stroke and the exhaust valve stems 21 arefully opened as a result of the interaction of the exhaust valve cam 25,of the exhaust valve assemblies 20, with the raised cam-lands 47, of theexhaust valve actuating cam-ring 30. The combustion event is nowcomplete and compressed exhaust gases are allowed to leave the cylinders14A through the opened exhaust valve stems 21 and out the exhaust pipe26 by way of the exhaust ports 62 in the stationary engine block 13. Asthere is no movement of the piston assemblies 39 at this time there isno combustion energy lost during the exhaust cycle of the StationaryBlock Engine/Generator, as in conventional engines where the pistonimmediately moves back inward, back to the top of the piston stroke,forcing exhaust gases out of the cylinders at great pressure,consequently causing great inefficiency and a loss of usable energy.

The next event in the operation of the Stationary Block Engine/Generatoris the cylinder purge and cooling cycle, which is again accomplishedwith relatively no movement of the piston assemblies 39 greatlyincreasing the amount of usable energy produced during the combustionevent. Once the cylinders 49A are decompressed because of the openexhaust valve stems 21, cylinder purge and cooling air is allowed toenter the cylinders under pressure by way of the threaded port 57 in thetop case half 4 to the relief groove 58 that surrounds the cylinders14A, and is directed into the cylinders through the air intake port 71(FIG. 8A) which is located through the outside diameter wall of thecylinders 14A and into the cylinders at the airpurge/cooling/pre-compression port 72 (FIG. 8A) which is located throughthe inside diameter wall of the cylinders 14A and is now fully exposedto the internal cylinder by the fully extended position of the pistonassembly 39. It is here that we can best see the functional reason forthe improved extended piston aprons 16A as seen in FIGS. 1A & 1B. Theonly time that air from the air purge/cooling/pre-compression port 72 isallowed to flow within the inside diameter of the cylinder 14 is whenthe piston assembly 39 is in its fully extended outward position(farthest from the combustion chamber), at all other times the piston 16with its extended apron 16A will cover the airpurge/cooling/pre-compression ports 72 blocking the flow of air. Thisaction eliminates the need for a complicated internal valving system oran external ancillary valve system to start and stop the flow of airthrough the threaded port 57 and ultimately out the air ports 72. Whenthe ports 72 are exposed to the cylinders the purge and cooling aircirculates through the entire length of the cylinders and combustionchambers escaping through the still open exhaust valve stems 21, coolingthe cylinders, combustion chambers, exhaust valves, the exhaust valveassemblies, the stationary block and the exhaust pipe. This processensures that spent gases within the cylinders and combustion chambersfrom the previous combustion are more fully removed prior to the nextcombustion, improving the next combustions efficiency, increasingcombustion energy and reducing pollution while increasing overallefficiency and usable energy production. Because the entire usablelength of the cylinders 14 are cooled internally, there internal surfacetemperatures are lower when the new fresh combustion air is finallyintroduced into the cylinder. Because the internal surface temperaturesof the cylinders are cooler, there is less pre-expansion of the air inthe cylinder prior to the next combustion event, allowing greaterexpansion of those gases during and after the combustion event. Thismeans greater energy production from the combustion event as a result ofgreater expansion of the gasses within the cylinders after combustionhas been initiated, which in turn produces higher cylinder pressureswhich are then exerted on the piston assembly 39 thereby producing morepower per combustion event and more usable output energy, and thereforegreater overall efficiency and lower fuel consumption.

This purge and cooling event is not effectively possible in aconventional engine because there is no substantial amount of time atwhich the reciprocating pistons are in a fully extended, relativelystationary position. With the present invention, because the pistons mayremain at or near a fully extended position following each combustionevent for a much longer predetermined amount of time, it provides anopportunity for air to be introduced into the cylinders through the airpurge ports at one end of the cylinder and subsequently expel that airfrom the other end of the cylinder through the open exhaust valve so asto more effectively evacuate spent gases while cooling the cylinders.

FIG. 9 and FIG. 9A are quite similar to FIGS. 8 and 8A except that inthese views the cam-track/armature assembly 75, with the included camtracks 45 and 46, have been rotated still further in a clockwisedirection (a total of 90° from FIGS. 7 and 7A), as a direct result ofthe combustion event seen in FIGS. 7 and 7A. At this point the cylinderpurge and cooling cycle is still in progress. Before the cylinder purgeand cooling cycle has been completed the entire volume of air in thecylinders 14A will have been replaced several times ensuring a cool andclean environment to maximize the next combustion event. The exhaustvalve stems 21 are still open in these views, they will remain openuntil shortly before the next compression cycle when the piston assembly39 begins to move slowly inward due to the interaction of the cam rollerassemblies 18 and the gradually increasing cam ring angle of the outercam-track 45 as seen at 45B. This slower acceleration of the pistonassembly will again conserve energy which can be converted directly intousable output energy by the generator portion of the Engine/Generatorassembly, further increasing overall efficiency.

In FIGS. 9 and 9A, the cylinders 14B are now in the same ignitionposition that the cylinders 14A were in FIGS. 7 and 7A. The cylinders14A of FIGS. 9 and 9A are still in the purge and cooling cycle with theexhaust valve stems 21 still open. The exhaust valve stems 21 willremain open for another 25.6° of clockwise rotation of thecam-track/armature assembly 75 and the cylinder purge and cooling cyclewill continue for another 36.6° of clockwise rotation of thecam-track/armature assembly 75. In this preferred embodiment the exhaustvalve stem 21 closes 11° prior to the end of the purge/cooling cycle.This configuration therefore allows the cylinders to be pre-pressurizedby the purge/cooling air which is still entering the cylinder 14 priorto the inward movement of the piston assembly 39 which is caused by theinteraction of the cam roller assemblies 18 and the outer cam-track 45.This action will provide for greater cylinder pressures prior tocombustion. If it is determined that higher or lower cylinder pressuresare desirable prior to combustion, the timing of the valve stem 21'sclosure can be simply adjusted to occur at any time before or after thepurge/cooling cycle is complete, thereby increasing, reducing oreliminating pre-compression cylinder pressure. The valve stem closurecan be further delayed so as not to occur until after partial ascent ofthe piston assembly 39 on the outer cam-track 45 during the compressioncycle, further reducing internal cylinder pressures prior to combustionif so desired.

As noted above, the cylinders 14B are now in the same ignition positionas the cylinders 14A were in, in FIGS. 7 and 7A. The cam-track/armatureassembly 75 of the Stationary Block Engine/Generator has only rotated90° since the last combustion event where the two opposing cylinders 14Aand their combustion chambers experienced combustion events. It shouldalso be clear that each cylinder has a combustion event once in thecourse of each 180° rotation and therefore twice in the course of onecomplete 360° rotation. The four-cylinder Stationary BlockEngine/Generator as shown will therefore produce 8 complete combustionevents in the course of one 360° rotation. In comparison, a conventionalfour-cylinder engine produces only 2 complete combustion events in thecourse of one 360° rotation. Therefore the four-cylinder StationaryBlock Engine/Generator as shown in this description will produce 4 timesthe number of combustion events per revolution.

FIG. 10 is a full cross-sectional side view taken substantially alongsection line 8A-8A of the FIG. 8 , but assembled and shown with theinclusion of the removed top case 4 and all the associated parts thereinof FIG. 8 to illustrate the assembled arrangement of all the partstherein. FIG. 10 also shows a section window, Section 10A, which is usedas the baseline for the following enlarged section views of FIGS. 11,12, 13, 14, 15, 16, 17, 18 and 19 .

FIG. 11 is the first of a series of enlarged cross sectional side viewsprovided to clearly outline and defined the series of events andfeatures associated with the Pressure Boost feature of the preferredembodiment of this invention. FIG. 11 is titled, Position A in referenceto the letter A shown in FIG. 3C, which represents the bottom of thepiston stroke or the farthest point from the combustion chamber that thepiston assembly 39 will attain. We can clearly see in FIG. 11 that thepiston assembly 39 is at the bottom of its stroke. Purge/cooling air isbeing introduced into the area within the cylinder 14 through the purgeair port 57 in the upper case 4 and into a relief groove 58 thatsurrounds the cylinder 14, and is therefore in communication with thecast port 71, which extends through the outside diameter wall of thecylinder 14 where the purge/cooling air continues into the cylinder viathe cast channel 71A oriented between the inner and the outer walls ofthe cylinder 14, and exiting into the area within the cylinder 14 at thecast port 72, which extends through the inside diameter wall of cylinder14. Once within the cylinder walls the purge/cooling air continues tocirculate around the cylinder walls providing cooling while forcingspent gases and steam from the previous combustion to exit through theopen exhaust valve stem 21, of the valve assembly 20, through theexhaust bores 62 and out of the threaded exhaust pipe 26. For the sakeof clarity the cast port 71 and the cast channel 71A within the cylinderwall, will not be seen in any future drawings except in FIG. 19 .

FIG. 12 is titled, Position B in reference to the letter B shown in FIG.3C, which represents that point at which the exhaust valve stem 21, ofthe valve assembly 20, is fully closed. At this point pre-compression(#5 of FIG. 3C) has started. Air continues to flow through port 57 andultimately into the area within the cylinder 14 through the cast port 72(as described above) pre-pressurizing the cylinder 14 and the combustionchamber 60 until such time as the piston assembly 39, which is slowlymoving inwards/upwards towards the combustion chamber 60, completelycovers the cast port 72 blocking the flow of air.

FIG. 13 is titled, Position C in reference to the letter C shown in FIG.3C, which represents a point in time after the completion of thepre-compression feature (see #6 of FIG. 3C) when the inward/upwardmoving piston assembly 39 has completely sealed the cylinder by coveringthe cast port 72 within the cylinder 14. At this point any liquid orgaseous spark ignited fuel can be injected into the area within thecylinder 14 using a typical, readily available, low-pressure fuelinjection system (not shown). This early injection of fuel may bedesirable as it allows more time for the injected fuel to be more evenlydispersed in the air contained within the cylinder. In the preferredembodiment of this invention natural gas is the preferred fuel ofchoice. Natural gas 90 can be seen entering the dual fuel/water injector2 and ultimately injected into the area within the cylinder 14.

FIG. 14 is titled, Position D in reference to the letter D shown in FIG.3C, which represents any point after the low-pressure injection ofnatural gas (or any other suitable liquid or gaseous—spark ignited fuel)has been injected into the area within the cylinder 14 and is beingcompressed (see #6 & 7 of FIG. 3C) by the ongoing action of theinward/upward moving piston assembly 39.

FIG. 15 is titled, Position E in reference to the letter E shown in FIG.3C, which represents that point when the piston assembly 39 has reachedthe very top or end of its inward stroke. Immediately upon reaching thetop or end of the piston stroke the spark plug 3 is energized to producea spark within the combustion chamber 60 causing combustion 91 of theair/fuel mixture within the combustion chamber 60. The piston assembly39, is now held in a stationary position (along surface E1 see #9 FIG.3C) until such time as all or part of the combustion of the air/fuelmixture within the cylinder is completed as determined by the specificcharacteristics of the specific fuel being used.

This feature is of great importance as typical crankshaft engines cannotstop the motion of the piston and are therefore required to initiatecombustion of the air/fuel mixture while the piston is still movingupwardly during the compression cycle. This action is required inconventional engines due to the high operating speed of the pistons andthe amount of time required to achieve complete combustion of theair/fuel mixture. The result of this required early ignition inconventional engines includes a loss of output power as the piston hasto overcome the added pressure of the early combustion event while stillmoving upwardly towards top dead center (TDC) as determined by theposition of the crankshaft, (this condition causes negative rotationalforces). Negative rotational forces rob overall efficiency and cause anincrease in fuel consumption to overcome the inherent energy losses.This condition is further compounded in conventional engines as theignition event is typically started even earlier as the speed of theengine increases. The relatively fixed speed engine of the preferredembodiment of this invention eliminates the aforementioned problemscompletely as the piston assembly 39 is allowed to reach its uppermostposition within the cylinder at the time of ignition and the pistonassembly 39 is further allowed to remain stationary (see #9 of FIG. 3C)at the uppermost position within the cylinder for whatever period oftime is required by whatever specific fuel is being used so as to ensurethe complete combustion of the air/fuel mixture during the combustionevent, and the optimization of the output power produced by thecombustion event.

It should be noted that the above descriptions related to FIGS. 13 and15 are specific to spark ignited fuels, such as gasoline, propane ornatural gas which is the fuel of choice of the preferred embodiment. Inthe case of pressure ignited fuels (such as diesel, JP-8, etc.) the fuelwill not be injected into the cylinder at position C as shown in FIG. 13but rather at position E as shown in FIG. 15 . With the exception of theearly, low-pressure injection capability cited in FIG. 13 , all of thebenefits described above continue to apply with the use of any/allpressure ignited fuels.

FIG. 16 is titled, Position F in reference to the letter F shown in FIG.3C, which represents the transitional area where the piston assembly 39starts moving outwardly as a result of the pressure exerted on thepiston assembly 39 by the combustion of fuel in the combustion chambers,which is translated to the cam-roller assemblies 18 that are in constantand continuous contact with the outside, angular descending, surfaces ofthe cam-track 45, causing rotation of the cam-track/armature assembly 75and further causing the production of electricity through theinteraction of the magnets 11 in the rotating cam-track/armatureassembly 75, and the stationary electrical coil 32 secured to the outercase halves.

Referring now to FIG. 3C, it is at this transitional period after thedwell signified by the number 9 in FIG. 3C, that we are first introducedto the Pressure Boost feature of the present invention. Regarding thedwell at number 9, it should be clearly understood that although theduration of the dwell 9 is fixed, it is predetermined by the combustioncharacteristics of the specific fuel being used. The length of the dwellused for diesel fuel may not be the same as the length of the dwellallotted for the use of gasoline, or natural gas etc. Referring again toFIG. 3C, and more particularly to our current view at the letter F, wecan see that the piston assembly 39, which was held in a stationaryposition (along surface E1) until such time as all or part of thecombustion of the air/fuel mixture within the cylinder was completed,has now started to accelerate outwardly as the cam-roller assemblies 18follow the descending radius of the outer cam-track 45 as is clearlyseen at the letter F. Although the Engine/Generator of the presentinvention is intended for relatively fixed speed operation, theacceleration rate of the piston can be easily adjusted to best suit theparticular fuel being used by simply adjusting the size of the radiusshown at the letter F. The larger the transitional radius is between,surface E1 and the declining angular cam-track surface G, the slower therate of acceleration of the piston assembly 39.

Referring back to FIG. 16 we can see that the spark plug 3 is no longerenergized, the combustion of the natural gas/air fuel mixture 91 withinthe combustion chamber may or may not be complete at this time, water 92is entering the combustion chamber 60 through the dual medium fuel/waterinjector 2. As one of the primary functions of the Pressure Boostfeature, is to reduce or eliminate the production of NOx gases, and asthermal NOx gases are typically formed at temperatures in excess of1,200° C. (approx. 2,200° F.), which are easily achievable during anatural gas combustion event, the Pressure Boost feature of thepreferred embodiment of the present invention may be initiated at anytime during or after the combustion event so as to limit the temperatureof the combustion gasses within the cylinder and to maintain atemperature below that required for the production of NOx gasesthroughout the combustion cycle. The injection of water 92 into thecombustion chambers 60 through the dual medium fuel/water injectors 2during the combustion events may be accomplished by a single shortburst, multiple short bursts or a controlled stream of water supplied tothe combustion chamber 60 through the dual medium fuel/water injector 2.Another primary function of the Pressure Boost feature is to increasethe pressure applied to the piston assembly 39 so as to extract moreenergy from the combustion process. As the water 92 is injected into theextremely hot combustion chamber, it is immediately converted intosuperheated or dry steam, which requires a much greater volume withinthe cylinder, which in turn substantially increases the pressure withinthe cylinder and therefore increases the harvestable output power of thecomplete Stationary Block Rotary Engine/Generator unit.

FIG. 17 is titled, Position G in reference to the letter G shown in FIG.3C, which represents the angular descending, surfaces of the outercam-track 45. It is clear by the steep angle of the outer cam-track 45(seen at the designated letter G in FIG. 3C), that the outward movementof the piston assembly 39 will apply strong rotational forces to thecam-track/armature assembly 75. Looking now at FIG. 17 the outwardmovement of the piston assembly 39 and the interaction of the cam-rollerassembly 18 on the outer cam-track surface 45 is evident. At this pointthe combustion of the air/natural gas fuel mixture within the cylindermay be complete, and additional water 92 may still be conveyed into thehot combustion chamber/cylinder through the dual medium fuel/waterinjector 2. As it is yet another stated goal of the Pressure Boostfeature of the present invention to provide an extended piston strokelength in order to more completely utilize the heat of combustion whileproviding a means by which more work can be accomplished, and as thetemperature within the combustion chamber/cylinder may still be hotenough to convert the water 92 into still more superheated or dry steamthe Pressure Boost process may still continue.

Another stated goal of the Pressure Boost feature of the presentinvention is to reduce or eliminate the need for a separate, ancillarycooling system. As the conversion of water into superheated or dry steamis a cooling process, and as the production of this steam providesincreased cylinder pressure, an extended piston stroke length, and moreusable output power, it is intended that this process will continuethrough the combustion cycle until it is no longer practical oradvantageous. Because the Pressure Boost feature is completelyindependent of the operation of the Stationary Block RotaryEngine/Generator its use can be maximized so as to further reduce theamount of fuel consumed to satisfy the current load requirements of theEngine/Generator unit.

The Pressure Boost feature as described in the text above is part of anindependent Pressure Boost system which includes a computer processorand all necessary sensors required to monitor, the core temperature ofthe engine block 13, as well as the temperature of the exhaust gasesexiting the exhaust pipe 26. Based on that information (and more) aswell as information regarding the current load imposed on theEngine/Generator, the computer processor will determine the mostappropriate amount of fuel to be injected into the cylinders prior tocombustion, and establish the timing, frequency, and volume of water tobe injected into the cylinders during and after the combustion event toensure maximum fuel efficiency throughout the ever-changing variationsrelated to load and thermal variations. For example, during cold startupit may be the case that additional fuel may be supplied to the cylindersand no water or only small amounts of water will be injected into thecombustion chambers during the combustion event exclusively.

However, as the core temperature of the Engine/Generator increases itmay be beneficial to decrease the amount of fuel injected into thecombustion chambers, while increasing the volume of the water injectedinto the combustion chambers as well as the frequency of the injectionsextending even after the completion of the combustion event. Duringtimes of maximum load, especially during continuous duty operation, itmay be beneficial to again increase the amount of fuel injected into thecombustion chambers, while maximizing the volume and frequency of thewater injections into the combustion chamber/cylinders throughout theentire combustion cycle in order to maximize energy production whileproviding a suitable amount of internal cooling as would be required toensure a long dependable service life. Mechanical injector pumps may bedriven by the ring gear 5 (of FIG. 5 ) and typical electronicallycontrolled unit injectors may be used in conjunction with the computerprocessor.

Water used in this Pressure Boost process may be reclaimed from theexhaust gases by means of a standard condenser after exiting theEngine/Generator, it will then be filtered and or treated if necessaryand reused as long as is practical.

FIG. 18 is titled, Position H in reference to the letter H shown in FIG.3C, which represents the outermost point that the outgoing pistonassembly 39 can attain before exposing the cast port 72 (which can beseen in FIG. 19 ). Just prior to the piston assembly 39 reaching thepoint shown in FIG. 18 the exhaust valve stem 21 of the valve assembly20 opens allowing all the pressurized combustion gases and steam toescape through the exhaust bores 62 and finally out the exhaust pipe 26.With the opening of the exhaust valve 21 the power producing portion ofthe combustion stroke (see FIG. 3C) is complete.

FIG. 19 is titled, Position I in reference to the letter I shown in FIG.3C, which represents the bottom or outermost position the pistonassembly 39 can attain. All features and actions that were described inreference to FIG. 11 are identical in the current view of FIG. 19 . Itcan be clearly seen in FIG. 3C that position A (FIG. 11 ) is 180° fromposition I (FIG. 19 ), therefore it should be understood that thesequence of events as described above will simply be repeated over andover.

While the preceding preferred embodiments are described and depicted toshow each of the cylinders 14 extending radially outward from thecenter, it is possible to configure the cylinders in many differentways.

FIGS. 20 and 21 are a top cross-sectional views showing other variationsof the cylinder arrangement. Reference numerals have been omitted forclarity, but the elements in each FIG. may be readily identified by anyof the preceding FIGS. 6, 7, 8 and 9 . FIGS. 20 and 21 each show anembodiment in which the orientation of the cylinders has been offsetslightly, either to the left or right, extending directly radiallyoutward from the center.

FIGS. 22 and 23 each depict a top cross-sectional view in which thecylinder arrangement is even further offset to extended 90° from aradially outward direction from the center. As can be seen in thesefigures, such an offset arrangement results in an even more compactdesign which may be desirable for certain applications. The offsetcylinder configuration while being more compact will however increasethe loads placed on components of the engine during operation.

It will be recognized that the foregoing explanation associated withFIGS. 1-9A have followed the events occurring in one quarter (90degrees) of one revolution of the cam-track/armature assembly 75 of theStationary Block Rotary Engine/Generator. It will be further recognizedthat the foregoing explanation associated with FIGS. 11-19 have followedthe events occurring in one half (180 degrees) of one revolution of thecam-track/armature assembly 75 of the Stationary Block RotaryEngine/Generator with Pressure Boost. It is to be recognized by onefamiliar with the interior workings of a typical engine that the hereindisclosed engine and generator combination of the Stationary BlockRotary Engine/Generator represents a great leap forward in the searchfor an extremely power dense, lightweight, economical, dependable andreliable source of electrical power, contained in an extremely smallpackage, that is useful for virtually any and all portable, as well asstationary power generation applications. It is to be further recognizedthat the addition of the Pressure Boost feature further enhances all ofthe above mentioned benefits. It is also to be recognized that theherein disclosed engine with the included Pressure Boost feature, of theStationary Block Rotary Engine/Generator with Pressure Boost is capableof operating using any single fuel our combination of liquid and/orgaseous fuels, whether spark or pressure ignited, commonly used in theoperation of internal combustion engines. It is to be still furtherrecognized that the use of the Pressure Boost feature of the StationaryBlock Rotary Engine/Generator with Pressure Boost will provide increasedoutput power, while reducing or eliminating the production of NOx gasesduring the combustion process, and while greatly reducing thetemperature of the exhaust gases, thereby causing a substantialreduction of both toxic gaseous pollution as well as a substantialreduction of thermal pollution emitted into the atmosphere. It should befurther recognized that, due to the increased power density and overallefficiency provided by the novel Pressure Boost feature, the hereindisclosed engine of the Stationary Block Rotary Engine/Generator withPressure Boost is capable of producing more usable output energy, whileconsuming substantially reduced amounts of fuel.

Having described this invention, it is believed that from the foregoingthose skilled in the art will readily recognize and appreciate the noveladvancement represented by this invention and will understand that theembodiment hereinabove described and illustrated in the accompanyingdrawings, while being preferred, is susceptible to modification,variation and substitution of equivalents without departing from thespirit and scope of the invention, which is intended to be unlimited bythe foregoing, except as may appear in the following appended claims.

What is claimed is:
 1. An internal combustion engine having improvedperformance and efficiency during its compression and power strokes,comprising: at least one cylinder with a piston moveable coaxiallywithin said cylinder; said piston having at least one cam follower; saidpiston moveable within said cylinder in said compression stroke and saidpiston capable of dwelling at a predetermined position near the top ofthe stroke; an endless cam track engaging said at least one camfollower; said cam track being configured to permit independent movementand acceleration of said piston during said compression and powerstrokes based upon at least one parameter; said cylinder capable ofincreasing pressure therein by combusting an air and fuel mixture toinitiate said power stroke, whereby the combustion of said air and fuelmixture drives said piston and said cam follower; said cylinder capableof introducing a rapidly expanding medium comprising liquid water duringcombustion, whereby said medium transforms into an increased-volume gasduring combustion to further increase the pressure within said cylinder,reducing temperature within said cylinder, and providing additionalpower for said power stroke; and said piston capable of having itsposition released based upon the at least one parameter, whereby saidpiston initiates said power stroke; wherein the at least one cylinderwith a piston moveable coaxially within said cylinder includes twocylinders with a piston moveable coaxially within each said cylinder,wherein the pistons move opposite one another during their respectivepower strokes.
 2. The internal combustion engine of claim 1, whereinsaid piston is capable of being dwelled at a position after the top ofthe stroke to eliminate negative rotational forces associated with earlyignition.
 3. The internal combustion engine of claim 1, wherein saidpiston is capable of dwelling using said endless cam track structure. 4.The internal combustion engine of claim 1, wherein acceleration anddeceleration values of said piston are independently controlled toincrease energy production.
 5. The internal combustion engine of claim4, wherein said acceleration and deceleration values of said piston arepredetermined based upon fuel type.
 6. The internal combustion engine ofclaim 1, wherein said piston initiates said power stroke before thecomplete combustion of said air and fuel mixture.
 7. The internalcombustion engine of claim 1, wherein said rapidly expanding medium isintroduced before, during, or after the complete combustion of said airand fuel mixture.
 8. The internal combustion engine of claim 1, whereinthe timing of said introduction of said rapidly expanding medium isbased upon at least one parameter.
 9. The internal combustion engine ofclaim 1, wherein the length of said power stroke is extended.
 10. Theinternal combustion engine of claim 1, wherein said temperature withinsaid cylinder is reduced to eliminate the production of NOx.
 11. Theinternal combustion engine of claim 1, wherein said rapidly expandingmedium is introduced into said cylinder in multiple bursts.
 12. Theinternal combustion engine of claim 11, wherein at least a portion ofsaid bursts are introduced after the releasing of said piston.
 13. Theinternal combustion engine of claim 11, wherein said cylinder is capableof introducing a rapidly expanding medium comprising liquid water aftercombustion.